Carbureter.



W. H. C. HIGGINS, Jn.

CARBURETER.

AnPucATloN FILEDAPR. 1. 1912.

Lw. Patentedsept. 28, 1915.

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Attoragy/S f w. H. c. HIGGINS, 1R.

CARBURETER.

' APPLICATION FILED APH. I,{I9I2. 1,154,639. PatentedSept. 28, 1915.

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WILLIAM H.4 C. HIGGINS, JR., OF LAPORTE, INDIANA, ASSIGNOR TO M. BUMELYCOMPANY, OF LAPORTE, INDIANA, A CORPORATION 0F INDIANA.

I GARBURETER.

Lisaoao.

Specification of Letters Patent.

Patented Sept. 28, 1915.

Application filed April 1, 1912. Serial No. 687,722.

T0 all whom it may concern Be it known that I, WILLIAM H. C. HIGy cixs,J r., a citizen of the United States, residing at-Laporte, in the countyof Laporte and State of Indiana, have invented a certain new and usefulImprovement in Carbureters, of which the following is a specification.

My invention relates to improvements in carbureters and is illustrateddiagrammatically in one form in the accompanying drawing, wherein-Figure 1 is a plan view; Fig. 2 is a section along the line 2 2 of Fig.l; Fig. 3 is a section along the line 3-3 of Fig. l; Fig. A

`is a section along the line 4--4 of Fig. 2;

Fig. 5 is a section along the line 5-5 of Fig. 1; Fig. 6 is a detailelevation in `part section of the sliding sleeve.

Like parts are indicated by like letters throughout the several figures.

The housing A is provided at its bottom with the flange A1 whereby itmaybe attached to the intake manifold, contains the annular air passage orchamber A2 from which projects the elbow A3 to engage -the air pipe A4,and carries on its upper side the reservoir containing housing A5,having the cover A11. The spider arm structure A7 which projectsinwardly from the housing A immediately above the flange A1 carries thehub A8 on which is mounted the'upwardly extending conical deflector A1held inposition by the stud A10. rl`he casing A is enlarged as indicatedat A11 about the base of the defiector A and contains the verticallydisposed cylindrical bearing surface A12 located above, concentric with,and

slightly removed from the deflector A1.

The sleeve B which is slidably mounted in the bearing A12 is providedwith the L shaped ports B1 which have their larger portion below. and isactuated by the forked levers B2. which project from the sleeve B3 onthe shaft B4 and engage the lugs B5 projecting from thesleeve. rThelever B6 which projects outwardly from the sleeve B3 is actuated by thelink B7 which operates in response to the engine or to any any othersuitable controlling means. The port B in the outer wall of the chamberA2 is substantially closed by the sleeve B2, although it isnot necessarythat there be I n anv sense an air-tight joint here. The onical seat B9at the bottom of the sleeve is charge port A13 between the deflector'A19-- and the bottom edge of the bearing surface A12.

The sleeve C which is rotatably mounted in the sleeve B, which sleeve isitself slida-4 bly mounted thereon, is provided at its upper end withthe annular horizontally extended flange C1 rotatably mounted in thecasing A, is held in position by the casing Al5 and is provided with theoperating arm or lever C2 which projects above the chamber A2 andcarries the indicator C3 in opposition to the scale C4 on the housingA5. The sleeve C extends downwardly only as far as the upper edge of thebearing A12 and is provided with the ports C6 in register with the portsB1 and contains the inwardly and downwardly extending curved deflectorC1 located above and to one side of the ports C6.

The sleeves B and C thus form a two part mixing and carbureting chamberC8, which is provided with the mixture discharge port A13 as aboveindicated, the controllable and adjustable auxiliary air intake portsB1, and which has an open upper end or port C into which discharge thefixed and unvarying air intake passages C10 which extend across theflange A21 and communicate with the annular chamber A2.

rlhe housing A5 contains the fuel reservoir D which liis provided withthe oil supply pipe D1 andthe overflow pipe D2. The

partition or overflow wall D3 located in the chamber l) adjacent theoverfiow pipe D2 limits the height of the liquid therein. The fuel valveD4 is centrally located within the reservoir D and discharges downwardlytherefrom into the vacuum chamber at a point immediately above thedeflector A. The valve D4 is held in position in the bottom of thereservoir D by the sleeve D5 which is screw threaded at its upper end onthe upper end of the nipple D, is out of contact therewith except at thescrewthreaded connection and draws the shoulder D7 on 'the nipple firmlyagainst the bottom of the casin As to hold the valve nozzle in position.he sleeve D5 is surrounded towardv its base with the wire screen ornetting D8 and is provided with the passages D guarded by thc netting D8and leading from the chamber D adjacent its base to the spacevbetweenthe nipple D and the sleeve D5. The nipple .DG is provided with thepassages D11 located adjacent its top and leading from the space betweenthe nipple yand the sleeve to the interior of the nipple.

engagement with the upper end of the nipple.- The cover AG is providedwith the aperture E7 surrounded by the upwardly extending flange Esthrough which passes the screw threaded portion E11. The thumb screw E,which presses against the spring E10 and is provided with the indexmarks E11v in opposition to the pointer E12, is provided for lthepurpose of adjusting the position of the valve to control the fuelsupply.

The interior of the reservoir D may be inspected through theport orpassage covered by the -cap E13. rllhe housing A5 contains on one sideof the reservoir D the water reservoir F provided with the supply pipeF1 and the overflow pipe F2 and the manhole F3 covered by the cap F4.The discharge nozzle or tube F5 discharges downwardly into the passageC. The passage F6, which communicates at its-base by means of thepassage F7 with the interior reservoir F, communicates at its upper endwith the tube F5 by means of the cross passage F8 con- -taining at oneend the conical valve seat F 9 chamber.

in opposition to which is the vneedle valve F10 carried by the screwthreaded valve stem F11 which may be controlled by the thumb screw F12and held in position by the lock nut F13.

The gasolene or priming fluid reservoir G on the opposed side of thehousing A5 may be filled with gasolene or priming fluid through the pipeG1 controlled by the valve G2 and may be drained through the pipe G3controlled by the valve G1. This reservoir discharges by means of avalve and nozzle, exactly the same as the water valve and nozzle, intothe passage C9 above the mixing The two partA mixing and carburetingchamber C8 is divided by the curved deflector C7 into the upper andlower/chambers H, H1 connected by the fixed more or less cylindricalpassage H2 through the deflector in which is located the fuel nozzle.The chamber H1 is a true valve controlled vacuum chamber. It is providedwith the constant fixed air inlet port H2, the variable opening andclosing mixture discharge port A13, and the variable opening and closingauxiliary air intake port CG, which latter ports may also be adjusted bythe rotating sleeve so that the mixture discharge and auxiliary airintake ports respond unequally to the movement of the sliding sleeve.rl`his movement of the sliding sleeve together with the position of therotary adjusting sleeve controls the vacuum in this chamber, and it isthis vacuum which controls the flow of air from the chamber H1. Thechamber H1 operatively includes the passages C leading from the annularpassage A2, and therefore the water and gasolene or priming supplies andthe fuelsupply are all located in this mixing vacuum chamber H1. I havecalled this chamber- H1 a vacuum chamber, because it is positively andabsolutely controlled by the vacuum, although there is not necessarilyany controllable vacuum' in the chamber itself, because this chamber isnot providedwith anyy adjustable or controllable ports. Itis ofcourseevident that under some circumstances and for some fuels and operatingconditions, the deflector C1 may be dispensed with without in any Waychanging the operation of the device, since then there would be but asingle vacuum chamber in which `the vacuum would be controlled by theadjustable air intake, the fixed air intake ports and the relation whichtheir total effective area at one time bore to the total effective areaof the mixture discharge port. For the sake of convenience, however, andunder some circumstances, for the purpose of protecting the oil nozzlefrom cross currents which might be set upthroughout the auxiliary airintake ports to discharge against it, I have provided the deflector C1which cuts the vacuum chamber into two parts.

causing the air to flow through the carbu-4 reter, carrying -With it thecombustible fluids. The air enters the carbureter, passes down throughthe upwardly projecting air tube into the annular air chambersurrounding the vacuum or carbureting vchamber proper. Here the air isdivided, part of it going up through the top of the rotatable sleeve andthus down into the'vacuum chamber, another portion going in through thewalls of the vacuum chamber through the registering ports in the sleevesand thus into the vacuum chamber. Here the air currents again unite andpass down across the conical deflector through the mixture dischargeport and the enlarged portion of the carbureter and down into the intakemanifold not shown. The air'whch passes through the fixed passages andports surrounds the lower end of the water nozzle and is supplied with asuitable amount of water. It then goes on down into the vacuum chamber,passing the fuel nozzle, the vacuum in the chamber, or the inducedsuction of the air current as the case maybe, drawing the fuel out ofthe nozzle, and it is downwardly discharged in a finely atomizedcondition into the mixing chamber. It then accompanies the air downalong the conical defiector, being mixed with the free air which entersthe auxiliary controllable air intake ports'and passes out in a finelyatomized condition to the engine.

The vacuum in the carbureting chamber draws the fuel positively down thefuel nozzle. The fuel as it leaves the reservoir first enters the baseof the outer sleeve of the cylindrical valve, is drawn up to the top ofby the positive suction caused by the static vacuum of theyacuum in themixing chamber. The same is true of the priming and water supplies.Vhile the tubes or passages through which these liquids pass, dischargeinto the carbureter at a point below the bottom of the reservoir andmight at first glance seem to act as a siphon. still that action isabsent, since the parts are carefully made so as not to be absolutelyair tight.

rl`he suction is sufficient to draw fuel up and out, but the weight ofthe fuel itself, acting as a siphon, is not. The fuel and watersupplies, it will be noted, discharge downwardly and the passage to theair which carries the fuel and vater is also in a downward direction,thus as the velocity of the air current varies in response to thedemands of the engine and pulsates with each stroke, there will never beany tendency for the finely divided particles of water and fuel toassume a velocity in the direction opposed to the direction in whichthey must be carried by the air column to reach the engine. andduringthe intervals between the intake strokes of the engine when theair column is substantially at rest,.all that will vacuum which must befound about the nozzle in order to draw outthe fuel with the requiredaccuracy.

The function of the conical deflector at the base of the vacuum chamberis to gradually defiect the air currents in order to preventthe'presence of eddy currents and in order to prevent any violent changein the direction of lnotion of the fuel-laden air,

since owing to the varying specific gravitics of water, oil and air,such eddy currents 'and such violent changes in direction would causethe air to throw down the water and oil, owing to their greater density,and thus a poorer mixture would be discharged to the engine. This isimportant, in view of the fact that this carbureter is designedprimarily for use of the heavier grades of fuel oils which are notvaporized at ordinary varying temperatures, but which are merelyatomized inthe vacuum chamber and carried from the carbureter to theengine as finely divided mist borne upon the air current.

The sliding sleeve or valve, which may a indicated be controlled fromthe engine or from any other suitable means, when raised, opens themixture discharge port and when. lowered closes it, thus shutting offthe supply of air and fuel. It willl be further noted that when thesleeve is raised, the ports therein are brought into register with theports in the rotatable sleeve, and thus the auxiliary air intake portsare open. The amount of their opening, however, is controlled by theposition of the rotatable sleeve. T his sleeve is rotated by means ofthe lever projecting outwardly therefrom, and set at such a positionthat for any position of the sliding sleeve a suitable mixture will beproduced.

lVhenthe engine is running light,'the sliding or throttling sleeve willbelowered to almost close the mixture discharge port. rlhis will operateto very materially decrease the auxiliary air intake opening andtherefore most of the air which enters the carbureting chamber will comein through the xed air intake port. This port, however, will be made sosmall that the auxiliary air intake ports must be slightly open topermit sufiicient air to enter the carbureter. This auxiliary air intakeport will be adjusted until the vacuum in thecarbureter in response tothe demands of the engine will feed a comparatively rich mixture to thecarbureter, because when but small quanti- `fuel supply also will haveto be increased,

but not so rapidly as the air supply, and this may be done by increasingthe vacuum.

When once the rotatable adjusting sleevev has been positioned in anycertain engine, the movement of the slidable throttling sleeve willcontrol the actual effective openings of the adjustable air intake andmix-A ture discharge ports both with respect to eachother and withrespectto the fixed passage through the deflector so as to produce inresponse to the suction of the engine a suitable vacuum in the lowervacuum chamber. This vacuum will control the inow of air, oil and waterto and through the upper vacuum or mixing chamber, so as to give asuitable and satisfactory combustible mixture. Under some circumstances,and preferably, there will be a positive static vacuum in the upperchamber and this static vacuum will operate to suck out of the oil andWater supply nozzles a suitable amount of liquid, which when mixed withthe air -entering the fixed port, and also in the lower vacuum chamberthe air entering the adjustable port', will give a suitable proportionof oil and water so' that a combustible charge will be fed to the enginecylinder. It

will be evident, however, that such a staticI vacuum need notnecessarily be had in the upper chamber, and in fact, under somecircumstances and conditions, the static vacuum in the upper chambermight be negligible, and it is conceivablel that the velocity of the airalone might be relied upon to draw out a suitable quantity of oil andwater. In any event, however, it is the vacuum which controls, for ifthere is a vacuum in the entire` two part chamber, it

will operate to draw out a suitable amount portsin the other part ofsaid vacuum of liquid. If, however, there is only a vacuum in the lowerchamber', this vacuum will so adjustand control the air current thatstill a Isuitable quantity of liquidv Will be fed, and I have called thewhole chamber a vacuum chamber, because in any event, whether vacuumprevails throughout with the same intensity, or not, it is a vacuumcontrolled chamber and the fuel and Water feeds are controlled by thevacuum and by the vacuum alone, whether indirectly or directly. f

I claim:

1. A carbureter comprising-a cylindrical mixing chamber, air intake andmixture discharge ports surrounding either end thereof, an auxiliary airintake port intermediate them, and a conical deflector closing one endof said chamber and forming one side of the mixture discharge port.

'2. A carbureter comprising a mixing chamber made up of a plurality ofcylinders mounted one upon the other, one of them slidable, the otherrotatable, registering ports in said cylinders controlled by their'respective movements, and a mixture discharge port controlled only bysaid slidable cylinder.

3. A carbureter comprising a chamber' made up of a plurality of movablecylinders mounted one upon the other, one rotatable, the other slidableeach with respect to the other, a fixed air intake port at one end ofone of said cylinders, a mixture discharge port at the opposed end ofthe other cylinder, auxiliary registering intake ports in the walls ofsaid cylinders.

4. A carbureter comprising a cylindrical mixing chamber', an annular airsupply passage surrounding the upper end thereof, lixed air intake portsleading from said passage and discharging axially into said chamber,auxiliary air intake ports leading from said passage and dischargingradially into said chamber, a mixture discharge port at the other end ofthe chamber, and a water supply located above said fixed air intakeport.

-5. A carbureter comprising a cylindrical mixing chamber, an annular airsupply passage surrounding the upper end thereof, fixed air intake portsleading from said passage and discharging axially into said chamber,auxiliary air intake ports leading from said passage and dischargingradially into said chamber, a mixturedischarge port at the other end ofthe chamber, and a priming fluid supply located above said iixed airintake port.

6. A carbureter comprising a two part' vacuum chamber, a fixed inta-keport con, nected with one part of said chamber, a fixed dischargeleading from said part to the other part of said chamber, adjustableauxiliary air intake and mixture discharge chamber, a fuel supplydischarging into the first part of said vacuum chamber adjacent the portdischarging to the second part of the chamber and a water supplyconnecting with the irst part of said chamber adj acent the intake port.

7. A carbureter comprising a two part vacuum chamber, a fixed intakeport connected with one part of said chamber, a fixed discharge leadingfrom said part to the other part of said chamber, adjustable auxiliaryair intake and mixture discharge ports in the other` part -of saidVacuum chamber, a first part of said Vacuum chamber adjacent the portdischarging to the second part of the chamber, a Water supplyconne'cting with the first part of said chamber adjacent the intake portand means for controlling said mixture discharge and said auxiliary fuelsupply discharging into the4 air intake 'port in unison together with al) separate adjusting means for said auxiliary port.

'Signed at Laporte, Indiana, this 19th day of March, 1912.

WILLIAM H. C. HIGGINS, JR.

Witnesses:

MELVIN A. CHASE, JOHN N. HAYN.

